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Headquarters: Sweden
The Swedish concern Scania CV AB is one of the world leaders in the production of heavy trucks and buses. It is an international corporation operating in more than a hundred countries around the world. Ninety-seven percent of the production is sold outside of Sweden. Since the company was founded, more than 1,000,000 trucks and buses have been produced!
The company was formed in 1901 on the basis of the Swedish branch of the English company Humber, which produced bicycles. And, I must say, these bicycles were of excellent quality: for strength, reliability and stability, they received the nickname "stools on wheels." The company was located in the small town of Malmena in the south of the country. And the name itself - Scania - reflected this geographical fact: it denotes belonging to the southern Swedish region of Skana.
In the same year, 1901, Scania produced its first passenger car, and at the end of the following year, its first truck. His "fathers" - engineers Anton Svensson and Reinhold Thornssin argued for a long time where to place the engine. One believed that it should be installed in front, the other - in the back. As a result, a "golden mean" was found - both figuratively and literally: a 2-cylinder 12-horsepower engine was placed in the middle part of the chassis, under the driver's seat. This machine could carry one and a half tons of cargo at speeds up to 15 km / h. In the next few years, 3-3.5-ton trucks were built in limited quantities.
It is interesting that in 1902, simultaneously with the first-born Scania, another Swedish company produced its first truck - the Vabis enterprise in the city of Södertal, which until then had been building railway cars.
In 1911, as a result of the merger of these enterprises, Scania-Vabis was formed, which focused on the production of cars. In the first year, she produced 40 cars, 23 trucks and one bus, which was a lot at that time.
Two years later, a massive fire broke out at the plant in Södertalje, destroying almost all of the process equipment. Instead of the burnt one, the most modern equipment was installed, and the machine park was completely renewed. Not least thanks to this, Scania-Vabis successfully completed numerous orders for the army during the First World War.
In 1921, Scania-Vabis was declared bankrupt and radically reorganized. In 1925, it was necessary to abandon the production of passenger cars and direct all efforts to a more profitable production of trucks and buses.
The sale of buses went especially well, and in the 30s the company produced twice as many of them as trucks. The Bulldog bus, launched in a series in 1932, was very popular. It had a progressive wagon layout, which was then only in vogue: there was no protruding hood in front, and the driver was located directly in the front of the body, to the right of the engine. (In those years, left-hand traffic still existed in Sweden). As a result, with the same overall length as that of a bonneted bus, the useful capacity of the vehicle has become larger. Inspired by the success of the bus, the designers began to produce trucks of a similar layout - with a cab over the engine.
Trucks began to actively use diesel engines, more economical than their gasoline counterparts. Scania-Vabis did not remain aloof from this process. Already in 1931, she began to produce cars equipped with 80-horsepower Hesselman engines, and in 1936 she switched to diesel engines of her own production.
During the Second World War, gasoline was scarce in Europe, and in all countries gas-generating cars that worked on ... wood chocks became widespread. Burning in a special "furnace" - a gas generator with limited access to oxygen, they emitted combustible gas that entered the engine cylinders. Scania-Vabis also began to produce such trucks. During this period, the company revised its priorities: the basis of production was not buses, but trucks. Various military orders were also carried out, in particular, tanks and armored personnel carriers were built. The company has developed successfully.
In the 50s. a new corporate strategy was adopted. Active promotion to foreign markets began. The output of trucks increased. In 1959, 4500 cars were produced - three times more than in the pre-war 1940.
In 1962, a truck and bus plant was built in distant Brazil, in the city of Sao Paulo. Two years later, the company expanded its presence in Europe: the production of trucks began in the Netherlands, in the city of Zwell.
The technical improvement of cars was also in full swing. Turbodiesels appear on Scania-Vabis in 1959. Soon, cabins specially tested for durability begin to be used, which significantly increases their safety in the event of an accident. In 1969, a new 14-liter DS 14 turbodiesel was launched, which embodies the idea of a low-speed engine. This increased the durability and efficiency of the motor, and also reduced its noise.
In the same year, the company merged with a compatriot - Saab, a manufacturer of cars and aircraft. This is how the Saab-Scania concern was formed. Since that time, trucks and buses have changed their brand: instead of Scania-Vabis, they have become simply called Scania. And the joint production later broke up, and since 1995 Scania has again become an independent company.
In the 70s, the successful offensive on foreign markets continued. In 1976, an enterprise was put into operation in Argentina, in the city of Tukumas. And it was followed by factories in other countries, including the USA, Mexico, Australia...
In the next decade, the company became a leader in the production of heavy trucks. All previous experience of Scania was concentrated in the cars of the so-called 2nd series, the production of which was launched in 1980. These were cars with a gross weight of 16.5 to 32 tons. They were equipped with engines of 8, 11, 14 liters. Since 1982, intercoolers have been installed on these turbodiesels, that is, an intercooling system for charge air. This increased power and reduced fuel consumption.
Among other things, the cars of the 2nd series had a new, expressive appearance, developed by the famous Italian automotive "couturier" - stylist Giorgio Giugiaro.
In 1987, Scania 3-series trucks appeared. Their gross weight was 17-32 tons. They were equipped with turbodiesels with a working volume of 9, 11 and 14 liters. The following year, a 14-liter diesel engine for the first time in Europe used an electronic fuel injection system - EDS. And it is no coincidence that the cars of this series were awarded the prestigious title of the best European truck in 1989 - "Truck of the Year" 89 ". However, the designers did not rest on their laurels and continued to improve the car. In 1990, an innovative turbo-compound diesel engine appeared on it, which has a record efficiency - 46% In 1991 cabover and bonnet modifications with improved aerodynamics, and with the appropriate name - "Streamline" ("Streamlined") appeared in 1991. Reduced air resistance reduced fuel consumption by 4-5%.
In 1996, cars of the new, 4th series appeared, with a gross weight of 18 to 48 tons, which were awarded the honorary title - "Truck of the Year" 96 ". And they also continued to improve. Today they have engines that comply with environmental standards Euro 3, disc brakes, Opticruise automated shifting systems and much more.And recently the company released the Griffin - an inexpensive and durable modification, specially designed for operation in the CIS countries.
In 2003, Scania went beyond the usual restyling and introduced a completely new cabin with increased space behind the driver - Longline. The new cab will be installed exclusively in combination with a 580-horsepower V8 engine and will go on sale in September. Recall that in 2002 at the exhibition of commercial vehicles in Hannover, Scania presented a conceptual development - a tractor with a cab-apartment. This car aroused great interest among customers and journalists throughout Europe, and a year later, the serial model goes on sale. The Longline cab is ideal for multi-day trips and will allow the driver to avoid any domestic inconvenience. This, in turn, should have a positive impact on the quality of transportation. Longline cabs will be manufactured at LaxE Special Vehicles.
The history of the prosperous Scania company began in 1891 with the creation of a factory for the production of railway cars in the small Swedish town of Södertälje. Then the future auto giant was based under the name Vagnfabriksaktiebolaget i Södertälje, which in Swedish means Södertalje Wagon Factory LLC (or Vabis for short). Soon, the company's production capabilities are expanded to the production of cars and trucks.
In 1900, Maskinfabriksaktiebolaget Scania (OOO "Engineering Factory in Skane") is founded in Malmö. At that time it was the largest city in the southern province of Skona. Bicycle production is being established at the factory. Soon, the production of cars and trucks was mastered here.
In 1901, the first passenger car came out of the new Scania factory, and by the end of 1902, the first truck. The first Scania truck is the creation of engineers Svensson and Reinhold Thornssin, who for a long time could not resolve the dispute about where to install the engine. One considered the optimal location in front, while the other continued to insist on the location at the back. In the end, they found the "golden mean" in the truest sense of the word: the engine was placed under the driver's seat in the middle of the chassis. The driving force turned out to be a weak two-cylinder engine that developed only 12 hp. The first Scania truck could carry up to 1,500 kg of cargo and reach a speed of 15 km/h. Such trucks were produced in a limited series in the next 3 - 3.5 years.
Interestingly, in 1902, at the same time as Scania, the company Vabis from Södertalje produced its first truck, which until then had specialized only in the production of railway cars.
Merger of Scania and Vabis. First and Second World Wars
In 1911, both companies merge into one under the name Scania-Vabis, which focuses all its efforts on the production of cars and trucks. By the end of the year, they jointly produce 40 cars and 23 trucks. During this period, they collect one bus. Such an annual production volume at that time was not a bad achievement.
In 1913, a severe fire breaks out at the Vabis factory in Södertal, which almost completely destroys all technological equipment. This forces the management to purchase the most modern equipment and completely renew its machine park. Who would have thought that the resulting terrible fire would be the basis for the successful operation of the enterprise during the First World War, when Scania-Vabis received the largest government orders for the army.
From 1911 to 1925 Scania-Vabis manufactures a whole line of CLb and CLc trucks with a payload capacity of 1.5 to 2 tons. Initially, they are driven by a four-cylinder engine developed by Scania, with a power of 24 to 30 hp. Later it was replaced by a Vabis engine with a power of 20 - 36 hp. A total of 360 such trucks are produced.
In 1921, despite all the successes in design and production, Scania-Vabis declares itself bankrupt, which leads to a total reorganization. Things are going badly and in 1925, against the backdrop of a deteriorating financial situation, the management of Scania-Vabis decides to close the plant in Malmö and transfer truck production to the plant in Serdetelje. At the same time, the lineup was replenished with trucks 314 and 324, which are already equipped with 3.5-liter 36-horsepower engines and 4.3-liter, 50-horsepower ones (they were equipped with Scania-Vabis 3251 and 3256 trucks). There was also a 75-horsepower version of the 6-cylinder engine with a displacement of almost 6.0 liters (for model 3243).
By 1928, the family of trucks was replenished with a new model 3244, in which a 6-cylinder overhead valve engine with a volume of almost 6.5 liters and a power of 85 hp was already working. In the same year, the company's trucks began to be equipped with devices rare for that time: a speedometer, an odometer, an oil temperature gauge, a clock and an ammeter.
Also, the innovations of the brand in the 30s of the XX century become a significant shock for the automotive world: the first trucks with a diesel engine are produced. Scania engineers have always sought to expand the range of engines, and the advent of heavy fuel engines has made it possible to achieve new heights in the automotive industry and overtake its competitors for a long time, for example, such a well-known automobile concern as Volvo.
In the 30s. In the 20th century, the Scania-Vabis lineup already consisted of two- and three-axle trucks of the 335, 345, 355, 365 and 400 series with a gross weight of up to 10 tons. The role of the main power unit goes to the inline 6-cylinder 7-liter engine, proposed by the Swedish engineer Jonas Hesselman. This design later became the prototype for multi-fuel engines capable of running on different mixtures of gasoline, alcohol, generator gas and low-grade oil. The Hesselman design replaced the power system, intake pipes and pistons.
The most popular 3.5-ton Scania-Vabis 3352 truck is equipped with an 80-horsepower engine that runs on low-grade fuel. In 1936, Scania-Vabis produced the first experimental pre-chamber diesel 6-cylinder engine with a displacement of 7.7 liters and a power of 120 hp, the same Jonas Hesselman had a hand in the development of. This engine becomes the basis for the first cab-over-engine truck in the 345 series. For the characteristic blunt profile, the truck is nicknamed the "Bulldog".
In 1933, Scania-Vabis produced the first three-axle 355 truck for long-distance transport with a 6x2 wheel arrangement.
1940s. The production of trucks with a gas generator is being mastered, in which its own condenser is already appearing, installed in front of the radiator. But the most famous is the 5-ton truck Scania-Vabis 33520, which is equipped with an eight-cylinder carburetor engine with a displacement of 10.3 liters (in the base it produced 180 hp, and when switching to gas, its power decreased to 120 hp .).
During the Second World War, the company begins to produce modular diesel engines of the D family. In the 44th year, two-axle Scania-Vabis L10 trucks with a gross weight of 7.5 tons are produced, in which the first serial four-cylinder pre-chamber diesel engines D402 (working volume 5.6- liters, power 90 hp). Based on the L10, two-axle models L13, L20 and L21 are being built, as well as a three-axle truck LS20 and LS23 (wheel arrangement 6 × 2) with a gross weight of 9 to 16 tons.
The history of Scania in 1950 - 1970
In 1949, Scania-Vabis launched two new series of trucks at once, and the L40 truck with a gross weight of 9.5 tons received a new 90-horsepower D422 diesel engine with direct fuel injection. Compared to the pre-chamber injection system, fuel savings of 20-25% were achieved in this way.
A distinctive feature of the new Scania-Vabis products is high strength and durability - without a major overhaul, these trucks “run” quite well up to 400,000 km. The next 5.5-ton Scania-Vabis L60 model is equipped with a new six-cylinder D622 diesel engine with a displacement of 8.4 liters and a power of 135 hp. The truck is equipped with a four-speed gearbox, the five-speed successor of which comes out in July 1951. There was also a modification of the Scania-Vabis L60 with a gross weight of 15.5 tons and a 6 × 2 wheel arrangement. Both series are produced in the amount of 6,276 copies.
The rapid growth in freight traffic in Sweden is forcing the company to launch heavier models with a payload capacity of 6.5 tons and a gross weight of 11 tons. In the spring of 1953, mass production of the new generation truck L51 Drabant began with a D442 diesel engine that developed 100 hp. and equipped with a five-speed manual transmission. Reinforced versions of this truck are produced under the index L61 and L64.
In 1955, they were supplemented by the Scania-Vabis L71 Regent family with a gross weight of 16 - 17 tons, adapted to difficult operating conditions and transporting goods over long distances. L71 is equipped with a six-cylinder D642 diesel engine with a displacement of 9.3 liters and a power of 150 hp. The three-axle modification of the model is produced under the index LS71. Until 1958, the company produces the entire series in the amount of 7,700 copies. In 1955, the annual production of trucks reaches 1,600 copies, which exceeded the same indicator in 1949 by 5 times.
In the spring of 1958, the production of Scania-Vabis L75 bonnet trucks with a gross weight of 12.6 - 20.0 tons was mastered. With these trucks, the company is famous all over the world. Subsequently, the design of the L75 is taken as the basis for all modern Scania models. There were three basic versions of the two-axle L75 and two three-axle LS75 with the wheel arrangement 6x2 and LT75 (6x4 formula). These trucks are equipped with a new six-cylinder direct injection cD10 diesel engine with a displacement of 10.3 liters and a power of 165 hp.
In 1961, the Swiss brand Brown-Boveri turbocharger was tested on this engine, due to which its power jumped to 205 hp. Another important technical innovation was introduced by the Swedish company in 1964: the main five-speed synchronized box and a two-stage additional one are included in a single unit. So the makings are laid for a fundamentally new ten-speed gearbox, which came out a little later.
Scania-Vabis trucks of these years are characterized by more rounded fenders with integrated headlights and a streamlined hood. The Swedish company becomes the first in Europe to install a truck cab on rubber mounts. Based on the L75 in 1963, a new L76 series was produced with a gross weight of 13.1 to 22.5 tons. Trucks are equipped with a new in-line six-cylinder diesel engine D11, which produced 190 hp. (the turbocharged version boasted 220 forces). They already use a 10-speed gearbox. In addition, three-axle modifications LS76 and LT76 are being developed, as well as a reinforced Super version. The cabover truck LB76, LBS76 and LBT76 is the most widely used.
So far, the company prefers bonneted trucks, but restrictions on the length of vehicles introduced in Western Europe are forcing it to focus more closely on the production of cab-over-engine trucks. Such trucks are immediately nicknamed "Summer Scania", because in order to improve engine cooling in hot heat, the driver had to open a special hatch in the front panel. Here, for the first time, driver's seats with a spring suspension are used. Power steering is becoming mandatory even for standard trucks.
In 1964, a turbocharged diesel engine was produced, already producing 240 hp, and three years later its power was increased to 260 hp. In total, the L75 and L76 series are produced in the amount of 38,600 trucks. In the future, based on them, they build a more advanced range of L110, and then L111, which lasted in production until 1982. An 11-liter diesel engine is specially developed for the series, which was produced with upgrades until 1998.
The history of another 8-liter D8 diesel engine, which developed 180 hp, is rooted in the Scania-Vabis L56 bonnet model, released in the fall of 1962. The gross weight of this truck was 12.6 tons. The Swedish company is starting to produce a lighter bonnet model L36 with a gross weight of 10.5 tons. Under the hood of trucks of these series they put a four-cylinder D5 diesel engine with a volume of 5.2 liters, which in various modifications developed from 95 to 105 hp. It becomes the basis for the L50 model with a gross weight of 12 tons, put into operation in the autumn of 1968.
At the same time, the production of army vehicles is being mastered. The most successful is the Scania LA86 (6 × 6) 8-ton bonnet truck with all-wheel drive with a gross weight of 16 tons. This truck has been replenishing the fleet of the Swedish army since 1960 and is better known under the Ltgb 957 index (the nickname "Anteater" is attached to it).
Having won recognition in the domestic market, Scania-Vabis begins to develop a network around the world, opening subsidiaries in key markets. The first and largest branch of the Swedish brand is an office in Brazil, founded in 1953 and put into operation in 1957 (the company has been successfully operating to this day).
Since 1964, L75 series trucks have been assembled in Holland, and then in Denmark. The high activity of Scania-Vabis attracts the attention of a major Swedish industrial player - SAAB (aviation and automotive). At the time, Scania-Vabis was controlled by members of the Wallenberg family, who agreed to merge with SAAB to form the SAAB-Scania Group. This is where the story of Scania-Vabis ends and a new milestone in the development of the Scania brand as a SAAB load compartment begins.
At the same time, several new series of trucks are being produced - L50, L / LB80, L / LB85, L / LB110 with a cab over an engine that developed up to 190 hp. The Scania Super truck family is equipped with turbocharged engines, the power of which reached 270 hp. and they calmly withstood the most serious loads.
Scania history in the 1970s
In the 70s of the 20th century, Scania launches the new cabover 140 series. These trucks are already equipped with a cab with a hydraulic tilt mechanism. The Scania 140 significantly improves sound insulation. At the same time, updated models L145 (4 × 2 wheel formula) and LT145 (6 × 4) with a rectangular hood and two axles are released. Together, these trucks come out in the amount of 30,000 copies. Manufacturing enterprises are expanding significantly and new branches are being opened abroad.
Among the former, so-called "small" models, only the upgraded Scania L81 and L86 with diesel engines D8 and DS8, which produced from 163 to 205 hp, remain in the series. power with a working volume of 7.7 liters. These engines were equipped with a 10-speed gearbox. But the main novelty of the early 70s was the Scania 111 series, which consisted of unified bonneted trucks L111, LS111, LT111 and the corresponding cabover models LB111, LBS111, LBT111. The wheel formula of all new trucks is 4×2, 6×2, 6×4 with a gross weight of 16.5 to 30 tons. On orders from 1978 to 1980, the four-axle Scania LBFS111 was produced in small series.
All trucks are equipped with a six-cylinder D11 diesel engine with a power of 220 hp. There is also a turbocharged version of the DS11 engine, which already has 296 hp. The exterior and interior of the new series of vehicles are created by the famous Italian designer Giorgio Giugiaro, who is the first to propose equipping a truck with a functional instrument panel and a safe two-spoke steering wheel.
In total, about 30,000 of these trucks come out. The upgraded 140 and 145 series are based on the L / LB141 and L146 models, which use the same 14-liter diesel engine with 350 hp.
At the same time, army trucks Scania SBA111 (4x4) and Scania SBAT111 (6x6) are put into operation. Their carrying capacity is 4.5 - 6.0 tons, and the power ranges from 220 to 300 hp. They are already equipped with a 6-speed automatic transmission, which is easy to maintain.
In the 70s. XX century Scania increases the number of factories, and in the 76th opens one of the largest foreign branches in Argentina. Then offices are opened in Australia, USA, Morocco, Peru, Iraq and Tanzania. Annual production volume in 1976 - 1979 grew from 15,000 to 22,000 trucks.
Scania history in the 1980s
In 1980, the company's reputation is rapidly growing and it is rapidly conquering the world market in the field of heavy trucks, from which comes a turning point. All Scania's engineering and design experience forms the basis of a new generation of trucks in three series - 82, 112 and 142. Their gross curb weight ranges from 16.5 to 32 tons, and in road trains they have up to 120 tons.
The first digits in the model index indicate the rounded displacement of the engine. The transition to the modular design of truck cabs leads to a change in their indexation: P trucks are produced for local transportation, and R trucks for main routes. Trucks with bonneted cab design receive index T. The Scania model dictionary is supplemented by the letters M, H and E, which designate the chassis design and its suitability for normal, heavy and especially heavy operating conditions.
In 1980, the Scania lineup already consisted of 24 basic models, starting with the ultra-light truck P82M (4x2 wheel arrangement) and ending with the super-heavy Scania T142E (6x4). Trucks of these years are equipped with modernized six-cylinder D8 diesel engines with a displacement of 7.8 liters and D11, with a displacement of 11.0 liters. Also in the range was one V8 D14 diesel engine with a displacement of 14.1 liters. All engines are mainly offered in the DS version, where turbocharging brings their power up to 230 - 394 hp.
In 1982, the turbocharged DSC11 diesel appears, producing from 333 to 354 hp. This is the first engine to use charge air aftercooling. The following year, this cooling system is ported to the DSC14 engine, resulting in a power increase to 420 hp. Soon, Scania R142H truck tractors will receive a power reserve of 460 hp.
In 1983, another six-cylinder turbocharged DS9 diesel engine with a displacement of 8.4 liters and an intercooler system replenishes the range of engines. An engine with a DSC9 intercooler is being built on its basis. The power of new products is 245 and 275 hp. respectively. The latter was even considered the most economical motor of its time.
These engines form the basis of the new Scania 92 truck series, covering a wide variety of operating conditions. All models are equipped with 10-speed gearboxes, a modified single-stage final drive, suspension and drive axles. In 1983, Scania was the first manufacturer of heavy trucks to produce a truck with a manual transmission equipped with a CAG automatic shift system (controlled by a microprocessor). This experiment lies at the origins of the era of wide popularization of various electronic devices in the transmission of trucks. In the same truck family, Scania introduces durable and safe cabs that make the brand famous all over the world because they meet the most stringent regulations.
In 1987, a new generation of Scania trucks is produced with a gross weight of 17 to 32 tons. Heading for heavy equipment, the company refuses 8.0-liter engines. Only 9.11- and 14-liter turbocharged engines remain in the range. Inline six-cylinder engines 059 and DS11 are upgraded to DSC9 and DSC11 (they have intercooling). As a result, the range of power units receives a power spread from 210 to 363 hp.
In 1988, the diesel V8 DSC14 with intercooler is produced, which becomes the first engine in Europe with electronically controlled fuel injection EDC. At first, this engine developed 420 - 460 hp, and in 1991 its power increased to 500 hp.
Scania history in the 1990s
In the 90th year, the DCT11 turbocompound diesel engine was released, which was “taught” to utilize up to 20% of the energy of the exhaust gases in the turbocharger. This idea led to the need to install a second turbine in the exhaust tract. As a result, engine efficiency is increased by 46% and fuel consumption is reduced at the same time. In the 90s. Scania starts producing seven transmission variations: a simple manual transmission with 5,8, 10 and 12 speeds, a five-speed automatic transmission, mechanical torque converter 9-speed transmissions, synchronized 10-speed transmissions with a programmable gearshift mechanism (this allowed more than 2000 Nm).
Also, two-stage main gears, small-leaf parabolic springs, wheel planetary gears, front disc brakes, ABS, air suspension with frame level adjustment in the range of 230 mm, etc. became available for those who wish. The wheel formula of Scania trucks in the 90s. expands to 4x2 - 8x4. Several types of steered and driven axles are available for them.
In the same years, Scania's production facilities were transferred to the modular mass production of safe cabs: modifications of different lengths and heights appeared, with air suspension, one and two berths. In total, the range of cabs mounted above the engine is expanding to 8 options, plus two bonnet modifications are available.
In 1991, for its 100th anniversary, Scania released the streamlined cab Streamline, which forever changed the look of Swedish trucks and allowed to reduce the drag coefficient by 12 - 15%, which brought it to 0.5. As a result, fuel consumption is reduced by 4 - 5%. In general, the company offers customers over 800 variants of cars. Not without reason, in 1989, for the first time in the history of Scania, its truck was recognized as the “Truck of the Year”.
With tremendous efforts to improve its technology, Scania quickly became a world leader, achieving an unprecedented level of technical level, quality and safety. The increased demand for automobiles was the reason for a sharp increase in production: from 1993 to 1995, annual production increased from 23,000 to 42,000 cars. The opening of Scania's new assembly plant in France in 1992 helped a lot.
1995 was marked by the collapse of the SAAB-Scania concern, after which the latter becomes an independent joint-stock company.
In 1996, a new generation of trucks were produced. The project, founded back in 1988, is being developed with the help of the designers of the Italian bodywork studio Bertone, in the depths of which cabins of a fundamentally new design are born. Scania trucks from 18 to 48 tonnes are now available in over 300 chassis variants. Since then, the series consists of trucks 94, 114, 124 and 144 in two-, three-, and four-axle versions with different engines. New trucks get 11 different cab options, the most comfortable of which is Topline with two berths.
Index L is received by all trucks for long-distance transportation, index D - for local, index C - the entire construction fleet, index G - trucks adapted to operate in difficult road conditions.
The company's arsenal is replenished with six families of intercooled and turbocharged engines. A special place among them is occupied by the upgraded six-cylinder DSC9 engine, which develops from 220 to 310 hp. The new 24-valve DC11 diesel engine with a displacement of 10.6 liters and a power of 340 - 380 hp also deserves good reviews among truckers. The power of the six-cylinder DSC12 engine with a displacement of 11.7 liters is increased to 360 - 420 hp, and the power of the former flagship DSC14 V8 is increased to 460 - 530 hp.
In 1996, the new generation of Scania trucks was once again awarded the "Truck of the Year" award for the highest technical level and perfection. Other novelties of the late 90s. - programmable optikruiz, which allowed truckers to achieve minimal fuel consumption on a long trip and reduce the toxicity of exhaust gases to a minimum.
Scania's history in the 2000s – today
In autumn 2000, Scania introduces a new 15.6-litre DC16 V8 diesel engine with 580 hp. By the beginning of the 21st century, the company is strongly gaining ground on the world stage. In addition to reliable trucks, Scania's range is complemented by a wide range of buses, marine and industrial power plants.
At the beginning of the century, Scania reported more than 800,000 pieces of equipment produced over 100 years. In Sweden alone, Scania has 6 factories and 8 more large assembly plants scattered around the world. They employed more than 23,800 people in the early 2000s.
In the 2000s, Scania's annual production volume is increased to 46,000 - 50,000 vehicles (mainly trucks with a gross weight of more than 6 tons). In the European market for heavy trucks, Scania has a stable share of at least 15%. However, in the face of fierce competition and struggle, Scania's management is losing control of the situation, as a result of which, on January 15, 1999, 13.7% of the shares are transferred to the main competitor, the Swedish Volvo. By April of the same year, Volvo's share increases to 21%, and by August it already exceeds 70%. Everything indicated that Scania would soon become a subsidiary of Volvo, but in the spring of 2000 the unexpected happened: the European Commission vetoed the merger.
The changes don't end there. In 2008, the global economic crisis causes the bankruptcy of Volvo, as a result of which it loses a controlling stake in Scania, which in 2009 goes to the German concern VW Group (it owns 70.94% of the shares of the Swedish brand). The same deal saves Scania from the fate of Volvo, which was under the control of the Chinese.
The current Scania range consists of the following truck series:
P-series
These are compact trucks designed to carry most types of cargo and service construction sites.
G-series
It can be described in a few words: simple, powerful and convenient. The G-series has taken driver comfort to a new level, which is especially important in long-haul transportation, delivery of bulky and light cargo. These trucks are versatile and can serve as a reliable assistant on the construction site. All Scania G-series models feature spacious cabs. They are produced both in the form of truck tractors and in the form of single trucks without a trailer.
There are five different types of cabs available for the G-series: long cabs with two sleepers, cabs without sleepers and short cabs. Compared to the P-series, the G-series is a big leap forward in terms of interior space and technical sophistication. In the cab you will find not only additional storage compartments, but also a significantly higher level of comfort.
R-series
The highlight of this series lies in the highest power, simplicity and comfort. The R Series combines the best choice of cabs for long haul and any other transport task with minimum downtime on the road. These are first-class machines, characterized by comfort and power, which were specially created to overcome the most difficult routes.
Also in the Scania model range there are several series of buses.
Century Series
These buses are produced in cooperation with the Spanish coachbuilder Irizar. Buses of the Scania Century 3000 series are built on the K124 chassis (4×2 or 6×2) and comply with the most stringent European and American regulations. The design of these buses combines the aerodynamic shape created by Irizar with the "smile" corporate identity created by Scania.
This bus can have up to 57 seats, and its length varies from 10.7 to 15 meters, with an overall width of 2,550 mm and a height of 3,700 - 3,900 mm. The body of Century buses has a peripheral safety belt, and the most vulnerable lower body elements are made of stainless steel. Engines in Scania Century buses are mounted vertically at the rear, and their working volume ranges from 9 to 12 liters with a maximum power of 300 - 420 hp. All motors are paired with a ZF gearbox.
The chassis has all disc brakes, individual air suspension for all wheels, hydraulic drive for the drive wheels on the third axle, and so on.
Omni Series
Complete 12-meter Omni multifunctional buses appeared in the Scania family in the late 90s. The "smiling" front cladding soon became fashionable. OmniCity CN94 low-bed 3-door city buses are produced on the basis of the Omni series, with a fully aluminum body: it is strengthened by a longitudinal power bank, and the frame and cross members are held by U-shaped profiles. The roof and side panels are also made of aluminum, and the front and rear panels are made of fiberglass. The engines are installed at an inclination of 60° in the “stern” of the body. Their working volume ranges from 9 to 11, and power from 220 to 260 hp. There are also modifications that run on ethanol.
The Scania Omni buses are equipped with all disc brakes, a 3-circuit brake system with ABS, a lining wear indicator, a hydraulic grounding brake, and an installation for maintaining the microclimate in the driver's cab.
On the basis of Omni, OmniLink suburban buses are produced, which differ from city models in engines and landing formula. Close to them in terms of design and suburban two-door buses OmniLine IL94, first introduced at the Frankfurt Motor Show in 2000.
Based on the Omni series, the OmniCity CN94UA (6×2) articulated bus with a body length of 18 meters is also produced. The technical equipment is not much different from the prototype.
Other interesting moments from the life of Scania are covered in detail in the corresponding one of our website.
Two years later, the Scania plant was opened in St. Petersburg to produce buses of the Omni line, then the production of tourist buses was launched on the basis of factories in Volgograd and Yelabuga. Since 2006, Scania has been producing new generation OmniLink and OmniLine buses at its St. Petersburg plant. Since 2011, the Swedish manufacturer has been producing trucks of the Griffin family in Russia, designed specifically for the Russian market.
The modern line of Scania brand vehicles includes Streamline truck tractors, chassis for delivery trucks, a wide range of construction machines (dump trucks, concrete mixers, etc.), as well as garbage trucks, scrap trucks, tankers, buses of various classes. The brand's equipment in Russia is sold by a dealer network, which includes 53 dealer centers at the end of 2013. Information about the work of the company in Russia can be obtained on the website http://www.scania.ru/.
Scania has a solid market share in Russia, and our country is one of the five most important markets for manufacturers. The company's constantly growing production activities and the efficient operation of its constantly growing dealer network contribute to the wide distribution of the brand's products. In addition, Scania is developing various services for drivers and transport companies, and is also actively working in the field of new developments. The company's equipment is highly appreciated by authoritative circles, more than once Scania cars received the title of "Truck of the Year", "Best Truck", and recently became the winners of the "Most Beautiful Truck" contest.
Today, all visitors to the Trucker Blog website have a unique opportunity. Together with our photojournalist, we will make a tour of the shops of the assembly plant "Scania-Piter". Let's see how trucks of a famous Swedish brand are assembled in Russia and try to determine if there is a difference between assembling here and there. Here is a photo essay and some food for thought.
The original article is on the site http://www.dalnoboi.org/2012/03/scania.html, when copying the material, a link is required!
1. The "Scania-Piter" plant is the only enterprise in Russia producing Scania equipment, which makes it possible to fulfill urgent orders in a short time, at an affordable price for Russian buyers. The plant in Shushary began its work on November 17, 2010. Its main products today are Scania 3- and 4-axle dump trucks.
2. We get on the conveyor, bypassing the warehouse area. In these boxes - components and parts, they come to the factory straight from Sweden. Except for those made in Russia. Today, the level of localization is about 10% for a complete dump truck. Later, the figure will be increased, the company considers it possible in the future to bring the localization of production to 28%.
3. Enough numbers, we have a delivery kit for assembling a car frame. The method of fastening the traverses and brackets is typical for all Scania plants - cold riveting and high-strength self-locking bolts.
4. Today, this is the most reliable connection method used in the automotive industry. The company assembles frames for vehicles with a carrying capacity of up to 48 tons.
5. At the Scania-Piter plant, the Swedes implemented a standard production model. The exact same one is used in all other Scania plants around the world. Typical tools and equipment, and even the process of training employees, is no different from the training of personnel in Sweden or Brazil.
6. At the next stage of production, air lines and electrical wiring harnesses are placed in the frame. Product quality is one of Scania's key values. Therefore, at each assembly site, the future car undergoes a thorough check. Pay attention to the blue magazine, it will follow the car along the entire conveyor.
7. This is a quality magazine, the so-called "Control Book". The master responsible for the assembly in this area signs for each operation. After the car leaves the assembly line, the magazine will be stored at the factory for twenty years. Thus, the plant does not remove the responsibility from its employees responsible for assembly at each stage of production.
8. In the next section, the frame gradually takes on the shape of a future car. Bridges and wheels are installed here.
9. Parallel to the main thread of the conveyor, the bridges are equipped with shock absorbers and rods.
10. At the request of the buyer, one or two front axles will be installed on the dump truck. If the car has two front axles, a dual-circuit power steering is used. Which makes the car more reliable and safer. When one of the circuits exits, this solution allows you to maintain the stability and controllability of the car.
11. Initially, the engines came to the factory complete with a gearbox. But the company's logisticians considered that it would be more profitable to dock the units on the spot. There was an additional site and a new workplace.
12. The picture shows how the input quality control works. When opening the container with the fuel tank, the workers of the plant found a small scratch. A specialist from the quality department was immediately called in to fix the defect.
13. And we will return to the conveyor. In front of us is the docking area of the engine and frame. The most crucial moment has come - the future truck receives the main part for each car.
14. A short video excerpt.
15. On this site, the future truck gets a radiator, battery compartment, gear rods, exhaust pipes. Works on switching of installed nodes are being carried out.
16. At the Scania plant, every operation is strictly defined by regulations. Please note that the worker sets heavy batteries in place with the help of a hoist. A small detail, but it accurately reflects the attitude of the company towards its employees.
17. The unique shape of the Scania cabin hides a strong steel frame. This design was specially thought out in order to ensure the safety of the driver and reduce damage to other vehicles in the event of a collision.
18. Before installation on the frame, the cabins are equipped with attachments, the hood and plumage are attached, a spoiler is installed.
19. Before entering the series, the design of each cab model goes through a long stage of safety testing. Optimization of aerodynamic properties and driver tests.
20. The complete cabin is brought to the conveyor thread.
21. An interesting detail. By the color of the bolts from the box, you can determine what color the previous trucks were painted. They connect the cab to the shipping frame, they went through the paint booth in Sweden, they crossed the border, and they are here to repeat the production cycle again and again.
22. And we will return to the assembly area. A cabin is installed on the car. Scania offers customers a wide choice of cabs with many options. The list of options is limited only by the wallet of a potential buyer.
23. Almost finished truck. A site for refueling a car with technical fluids.
24. It's time to start the engine for the first time. At this time, all vehicle control modules are programmed.
25. Roller brake stand. It checks the initial and working pressure of the brake circuit, the tightness of the brake system.
26. Area for monitoring and setting wheel angles, the final stage of working with the chassis. But this is not the end of our tour.
27. For Russian buyers, Scania offers a unique offer that is not presented anywhere else in the world. At the Scania-Peter plant, third-party tipper equipment is installed on the chassis, which is covered by the Scania branded warranty.
28. Strict input control of dump equipment. In the photo, the quality engineer takes over the main components of the dump truck: body, subframe and hydraulic cylinders.
29. After a long search, a company was found that undertook the supply of dump equipment to the plant. It is worth noting that the body design was created in Scania, especially for Russian users, with a volume of 16 and 20 cubic meters.
30. For the first time in the practice of selling dump trucks, the company assumed all obligations for warranty and post-warranty service, without sharing responsibility between the manufacturer of the chassis and dump equipment.
31. The final stage is the acceptance of the quality department. The specialist of the department conducts the final inspection, checks the newly assembled car, carefully examining each unit. All electrical systems are tested. The presence of backlashes of parts, scratches, smudges of liquids is checked. And only after that the release of the truck from the gates of the enterprise is authorized.
32. For the assistance and conduct of the tour, the Trucker Blog expresses its deep gratitude to the assistant director of Scania-Piter LLC Ekaterina Efremova, the head of production Konstantin Shevrygin, and Antonina Razinkova, a specialist in the marketing department of Scania-Rus LLC.
